Charge controlling device for internal combustion engines



Nov. 8, 1932'. F. T. IRGENS 1,887,204

CHARGE CONTROLLING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed March 14, 1931 Patented Nov. 1932 UNITED STATES PATENT OFFICE FINN T. IRGENS, OF WAUWATOSA, WISCONSIN, ASSIGNOR TO OUTBOARD MOTORQ COB- PORATION, OF MILWAUKEE, WISCONSILL'A CORPORATION OF MICHIGAN CHARGE CONTROLLING DEVICE FOR INTERNAL COMBUSTION EN GINRQ:

Application filed March 14, 1931. Serial No. 522,746.

This invention relates to improvements in charge controlling devices for internal combustion engines.

The invention has particular application to two cycle engines in which charge admission to the crank case is governed by a retary valve of the disk or sleeve type. By way of example, I have illustrated the invcntion in connection with the crank case of an outboard motor engine, using a disk valve integral with one of the crank cheeks.

It is the primary object of the invention to provide uniform conditions for the delivery of the charge to the crank case at all engine speeds. I propose to further this object by providing partitions in the manifold, suh dividing it into a plurality of passages which are successively opened or closed by the throttle valve whereby charge velocity through any given passage will approach a substantially constant value.

Where the invention is not carriedto its ultimate form I- propose at least to increase -charge velocities at low engine speeds by providing a restricted passa e made available at. such speeds, and in which the charge is so far-confined that its velocity will approximate the velocity in the entire manifold at full engine speeds. Thus, I provide optimum conditions for trolling or idling the engine while at the same time retaining all factors making for optimum conditions at maximum speeds.

It is my further purpose to arrange the charge controlling device in such a manner with reference to the carburetor nozzle and throttle valve as to ensure proper carburetion to meet the various conditions under which the several manifold passages function. a y

In the drawing: I

Figure 1 is a-vertical axial section through a carburetor and manifold applied to an in.

ternal combustion engine, crank case, and rotary valve assembly in accordance with this invention.

Figure 2 is a sectiontaken dicatcd at 2-'2 in Fig. 1.

Figure. 3 is a view similar to Fig. 2 showing a modified embodiment of the invention.

in the planesin- Figure 4 is a view taken in section in the plane indicated at 4- 4 in Fig. 2.

Like parts are identified by the same reference characters throughout the several views.

The outboard motor crank case 5 is provided with an end closure cap 6 which includes a bearing 7 for crank shaft 8 and a passage 9 leading to the interior of the crank case from the front thereof, and terminating in a port across which the disk valve 10 operates.

Valve 10 comprises one cheek of a crank structure and is cutaway to provide a sector shaped opening at 11 registering with the port at the end of passage 9. In order to increase the arca available for the admission of the charge to the crank case, the openin I ll is preferably extended into the projecteil periphery of crank shaft 8, as shown at 12 in Figs. 1, 2, and 3. 4

The .crank case 5 has a forwardly projecting boss at 14 with apassage 15 registering with'passage 9 in the crank case closure 6. Bolted to the boss is a carburetor and manifold assembly ldca rryin an air inlet fitting 17 within which a cho (e valve 18 operates. The usual float chamber 19 is mounted on the side of the manifold assembly 16 and has a carburetor nozzle at 20 projectiin through the restricted portion of the manifold, as shown in Figs. 2, 3 and 4.

Across from the. jet the manifold wall extends in the form of.a sector of a eylindcr as shown at 21, and within this wall portion is closely titted, for rotation on lower and upper trunnions 22 and 23, a throttle valve 25 whose inner faces 26 and 27, in the open position of the valve, comprise augularly related extensions of the adjacent inner wall surfaces of the manifold passage. The apex of these faces is directly opposite the apex of the passage at one side of which the (airburetor nozzle 20 projects into the passage. The outer periphery of the. valve is complemeptary' to the inner surface of the cylindrical sector in which the valve is positioned when open. A handle 28 on trunnion 23' facilitates manipulation of the valve.

The passage through manifold 16' and the registering passages and 9 leading to the engine crank case, are herein designated in their entirety as a manifold passage. In accordance with the present invention the said passage is subdivided by one or more partitions, preferably extending to. valve 10 at their inner ends, and tothe throttle valve 25 at their outer ends. In the Fig. 2 construction a singlepartition of this sort is employed at 30, being made up of independent webs registering in the several metallic ele ments above described.

It will be noted that the partition 30 is so disposed as to follow approximately the contour of one side wall of the passage, being much closer to said wall than to the other side 4 wall of the manifold passage. The wall followed by the partition is the wall through which the nozzle 20 projects, and is the wall toward which the throttle valve closes in oscillating clockwise 0n trunnions 22 and 23.

The carburetor and crank casedesignare intended to function at their best at a given velocity of charge through the manifold passage. The arrangement described is such that the charge of velocity through all portions of the manifold passage is correct at wide open throttle, and is also correct through the narrower portion of the passage when the throttle valve 25 is rotated to cut off the'wider portion of the passage from the charge forming part thereo Thus, the arrangement described'is such that the engine will operate at approximately maximum efficiency at two different speeds within its range and, as above indicated, such a charge forming and controlling device as that shown in Figs. 1, 2 and 4 is particularly useful where it is desired to have a motor which will operate with full efficiency at high speed, and which will also operate efficiently at a known low speed such as the speed which might be used if the engine were propelling a boat used for trolling.

In Fig. 3 I have shown the partition 30 supplemented by several additional partitions 31 and 32, further subdividing the manifold passage into narrow passages successively cut 011' by the throttlevalve 25 in moving from its open toward its closed position. This arrangement is useful in that the engine may be made to operate economically at additional speeds throu hout its range and, in fact, it will operate with approximate uniformity of elficiencv at all speeds. It will be obvious that as the throttle valve closes one manifold passage after another, the velocity through the remaining passages will remain approximately constant until only one passage remains open to maintain the engine at a suitable idling or slow speed of operation.

The disposition of the carburetin nozzle 20 is such that it is not only in the pat of air admitted to the passage last closed by the throttle valve, but is comparatively far re moved from the path of air admitted to the manifold passage first closed by the throttle valve. By virtue of this arrangement it is possible to regulate the carburction in general accordance with engine requirements from a relatively lean mixture at high engine sion of air successively to two independent' manifolds leadin from a single carburetor to separate cran case ports opened and closed by separate crank case valves. The present invention attains many of the same advantages disclosed in said rior application and, in addition, is applicable to the more usual constructions in which a single crank case valve is employed.

I claim:

1. In an internal combustion engine, the combination with a charge forming device and charge admission valve, of a manifold passage extending from said device to said valve and longitudinally subdivided to proe vide a plurality of passages individually un der the control of said valve.

2. In an internal combustion engine, the

combination with a charge admission valve, -of a plurality of manifold passages leading thereto and directly controlled in common thereby, means for supplying a char e to each of the several passages, and means or throttling said passages successively.-

3. In an 'internalcombustion engine, the combination with a charge-admission valveand a crank case port controlled thereby, of a plurality of manifold passages leading to said port and each having valve port portions with which the valve coacts.

4. In an internal combustionengine, the combination with a. charge admission valve and a crank case port controlled thereby, of

a plurality of manifold passages leading to' said port, and each having valve port portions" with which the valve coacts and means for successively throttlin said passages.

5. In an internal com ustion engine, the combination with a charge admission valve and a crank case port controlled thereby, of a plurality of manifold passages "leading to said port, and each having valve port portions with which the valve coacts and means for successively throttling said passages, to-

gether with carburetin'g means for supplying acombustible mixture to the several-passages,

said meansbeing arranged to supply a richer mixture to one of said passages than to another.

6. Acharge formin and controllin structure comprising aear uretor fitting aving a restficted portioiaa series of manifold passages divergent from said portion a charge forming means adjacent one of sai passages and relatively remote from another, and a segmental throttle valve housed within said fitting and movable across the remote passa e toward said charge forming means.

The combination in an internal combustion engine of a crank case port, a valve controlling said port, a plurality of passages in said port, a charge forming device, and a manifold passa e extending rom said deviceto said port an longitudinally subdivided to provide a plurality of passages-each extending to one of the above mentioned passages.

8. In an internal combustion engine, the combination of a plurality of adjacent intake passages including a plurality offport portions forming continuations thereo a rotary valve operative to individually and successively control said port portions means for introducin fuel into said assa es and a throttle disposed to control said passages successively.

9. In an internal combustion en ine the combination of a crank case, a cran shaft, and an intake manifold, said'crank shaft having a crank cheek formed as an intake valve a plurality of circumferentially disposed ports entering said crank case in a direction substantially arallel to said crank shaft and in position to be individually and successively controlled by said valve, said manifold being longitudinally subdivided into a plurality of intake passages, each connecting with one of said orts, means for introducing fuel to said inta e passages and a throttle valve disposed to successively control said 'passages.

FINN T. IRGENS. 

